has been figured out by the makers, and will be under the immediate control of the engineer. The advantages contemplated by the introduction of this locomotive car are several. It is more economical, as it will do nearly the same amount of business as an engine and two cars, with a baggage car, and costs less than the engine alone. The expense of constructing it will not exceed $8.500. It weighs less than 16 tons, while a train of equal capacity will weigh 85 tons. It can be run 120 miles with one cord of wood, while an equal quantity would only run a locomotive 40 miles. It is much safer, both on account of its lightness and of the material of which it is made. Its momentum, when going at a high speed, will be vastly less than that of a train of cars, and it may therefore be stopped at a shorter notice. Being wholly iron, there would be no splinters flying in case of a smash up, and the flexibility of the material would make the car gradually yield to a violent shock, instead of going to wreck at once. Notwithstanding its lightness, it can be run at great speed. RAILROAD ACCIDENTS DURING THE YEAR 1860. The following table shows the number of railroad accidents which have occurred in the United States during the year just closed, which were attended with loss of life and injury to persons, together with the number of killed and wounded, compared with the number of like accidents in 1859 :— The above figures do not include individual accidents, caused by the carelessness of travelers themselves, or deaths or injuries resulting from the reckless conduct of persons in crossing or standing upon railroad tracks where trains are in motion. The following additional table shows the number of accidents, and the number of persons killed and injured by accidents, to railroad trains during the last eight years : Accidents. Killed. Wounded. A RAILWAY IN TURKEY. The railway connecting Tchernavoda, (Turkish, Boghaskeni,) on the Danube, and Kustendjie, on the coast of the Black Sea, a distance of about forty miles, was opened October 4th. Travelers by this railway will avoid the many dangers attendant on the navigation of the Danube and the delays so common at the Suhna mouth of that river. The opening of this line, which is destined to stimulate the commercial activity of the region, was attended by many of the English directors of the undertaking, and the representatives of Turkey, Greece, Albania, Bulgaria, and many sections of Tartary, whose costumes presented a very picturesque appearance. ETHEM PASHA represented the Sultan on this occasion. The trial trip went off most successfully; a grand luncheon, in the English style, awaited the guests on their arrival at Tchernavoda; and a yet grander dinner was provided for them on their return to Kustendjie, at the New Railway Hotel," in the garden of which establishment a shed, handsomely decorated, had been erected for the purpose More than one hundred persons sat down to this international banquet, at which toasts were drunk to the health of Queen VICTORIA and the Turkish Sultan, the PASHA testifying the most cordial interest in the doings of the day, and expressing his hope that similar lines of communication would soon be opened in every part of Turkey. NEW YORK CENTRAL RAILROAD. The American Railway Review, which has now commenced its fourth volume, has the following on the operations of this important railway for the fiscal year, ending Sept. 30, 1860, compared with previous years since 1857 : Total... $2,269,290 $1,876,429 $1,893,155 $2,613 827 1,610,863 1,456,274 2,184,226 1,665,014 ..... 60,000 60,000 970,871 976,192 970,066 985,272 70,391 113,294 113,294 116,754 115,266 959,782 959,782 959,782 720,000 959,782 959,782 720,000 720,000 $8,027,251 $6,750,658 $6,200,849 $6,957,241 From the above it will be perceived that the passenger traffic on this road has not increased any since 1857, although the cost of the passenger revenues has varied-being 70 per cent of gross receipts in 1857, 64 per cent in 1858, 57 per cent in 1859, and 65 per cent in 1860. The cost of moving freight was, in 1857, 50 per cent; 1858, 51 per cent; 1859, 59 per cent; and 1860, 64 per cent. Thus, we see that all the advantages of increased freight earnings are lost to the stockholders in the additional cost of its transportation. It is to be regretted that no information from the company's reports enables the shareholder to learn what portion of this increased cost is chargeable to through, and what belongs to local freights. It was generally supposed that a settlement of the difficulties with the three competing trunk lines, in the autumn of 1859, would produce a more remunerative traffic in 1860. The construction account has been increased $265,381, and the transportation expenses upon passengers are 8 per cent-equal to $205,541—and freight 5 per cent-or $204,796. These items, collectively, indicate, if we understand the report correctly, that $675,718 have been spent in the new work, extraordinary repairs, and rebuilding the Buffalo Elevator, nearly all of which items have been, until 1860, charged to construction account. Had this plan been adopted in former years, the company would doubtless have been obliged to cut down its dividends as far back as August, 1857. The following condensed balance sheets give the financial condition of the company since 1857 :— Total...... $41,461,654 $41,425,634 $41,333,605 $41,785,747 The aggregate funded debt shows no material change. That incurred under the act of consolidation has been retired and replaced by the bonds of the com pany maturing in 1876. We notice, among the assets of this year, $341,591 in lake propellers, which must strike stockholders with surprise, as the steamboat business in 1856 and 1857 brought the company in debt $238,395. ENGLISH RAILWAY CLERKS. There are some 16,000 clerks employed in English railways, and various benevolent schemes to provide for the need and danger of such employees, viz., guaranty, superannuation, and life insurance, have, from time to time, been agitated, and, to some extent, adopted. A preliminary difficulty with a young man seeking employment with an English corporation is, to find security for his integrity. The private system is being rapidly superseded by public guaranty societies, based upon a fixed scale of premium. A writer in Herapath's London Railway Journal suggests many advantages that would accrue from the establishment of a Mutual Guaranty Fund by the employees themsleves. Such employees are now subject to many onerous charges in England, such as the income tax, (deducted from the clerk hire,) life insurance, superannuation fund, medical, widows, death funds, &c. The plan for general protection against clerk peculation is becoming quite general in England, extending, now, to banks and other corporations. But to the writer's suggestions :-"I know many clerks, the total amount of whose payments to the guaranty society would not only surprise shareholders, but would also prove a handsome deposit in a bank. In my own case, I have been paying between £7 and £8 per annum. For such payments, clerks receive, virtually, no return; it is all outgoing, and the amount is irrevocably sunk. Boards of directors and staffs of officials are maintained, and dividends paid, however, out of these premiums. The insurance of the honesty of railway officials must, therefore, prove a profitable business. After covering all losses, what a large portion of the premiums must be expended in those things which are certainly avoidable, and not essential to the end aimed at. If it be possible, then, for clerks to form a fund which shall be satisfactory to their employers, why should they permit, as they are now doing, large undertakings to grow and flourish out of the premiums deducted from their salaries? It would seem that the matter only requires a little friendly and intelligent co-operation, and the kindly aid of leading officers, to be brought to a successful issue. The amount of the profits now being reaped by others would be immediately saved, and thus, by reducing the annual premiums, lead to the direct pecuniary gain of the assured. All moneys belonging to such a mutual society could, of course, be held and controlled by the directors of the several companies for the protection of the interests of shareholders, and, at the same time, in trust for the clerks. In many cases, the clerks' guaranty premiums are paid by the companies. In such cases, the directors have clearly an interest in furthering any economical arrangement. A clerks' guaranty fund would make every subscriber personally interested in the probity of his colleagues. In adverting to this subject recently, at the office of one of the guaranty societies, the secretary thereof argued that it would be dishonorable in railway men to attempt such a scheme as above proposed, on the ground of the heavy expenditure which had been incurred in the formation of such societies. This is, of course, fallacious. These societies can have no locus standi upon such a ground, any more than the older and more expensively constructed railways have a right to expect higher rates from the pub. lic than newer, more economically worked, and cheaper competing lines." STATISTICS OF AGRICULTURE, &c. COTTON IN INDIA. A recent Parliamentary document furnishes some new views as to the productions of cotton in India. The leading point stated is, that cotton can be culti vated once in three years only on the same land. Cotton is grown in large quantities in the Tipperah Hills; it is likewise grown in the Dacca and neighboring districts, but not extensively. The soil is, no doubt, suited for producing the finest cotton. India has an abundant population; and no production is better suited for the wives and families to be engaged in than cotton; the soil, climate, and requisites for irrigation, when that is required, have only to be attendod to, and the result must be, with rail and other means of transport, an abundant supply of the finest cotton, and at a lower price produced than from any other part of the world. The chances are, that cotton may be produced more cheaply in India than in the United States. Whilst a man is paid a dollar a day in America, with slave labor, in India he gets 2d. or 3d. a day. There is an ample supply of labor for collecting a largely increased cultivation of cotton. The present cost of cultivation is only 8s. per acre; and for crops more highly cultivated, it would not exceed 16s. for labor and seed. Cotton, quite equal to the average of American, might be delivered at a seaport, from any part of India, at a cost of 14d. per lb. But this low cost of production would not much affect prices in Liverpool, till India cotton is produced in sufficient quantity. To reduce prices in Liverpool, 2,000.000 bales in excess of the present supply, are wanted from India; and to produce this quantity, by the present method of cultivation, would require an extra 42,000,000 acres of land, allowing a crop of cotton from it once in 3 years, and an extra 4,000,000 or 5,000,000 of laborers. In the opinion of Mr. WARDEN, however, cotton in India, though it may be much improved, can never be brought to equal American cotton. The seed itself degenerates The uncertainty of the market is one obstacle to the growth of cotton in India. Major WINGATE stated that, although cotton may be extensively cultivated in India, a sufficient quantity cannot at any time be relied upon to make this country independent of American cotton. The production of cotton in India is determined entirely by the price. With a short crop in America the price rises; and if the price of cotton in the markets of the world falls, then the cultivation of cotton in India is immediately contracted. Cotton can only be cultivated once in three years, advantageously on the same land. It most soils, where land is allowed to be fallow, a rotation of crops is not, however, largely practiced. Major-General TREMENHERE thought it desirable that the European should purchase his cotton and look after its production and packing and cleaning. The effect of irrigation on the cotton plant, is to raise it from a small stunted plant, producing 50 or 60 lbs. of clean cotton per acre, to a large perennial plant, producing 500 or 600 lbs. of cotton to the acre, quite equal in quality to anything produced in America, and worth 150 per cent more than the present native field-grown cotton. In South Mahratta the cotton plant is an annual, the seed is sown towards the end of the monsoon, when the ground is full of moist |